Zoned elevator system



Novn7 20, 1951 D, SAN-nm ET AL 2,575,732

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ATTORNEY Nov. 2o, 1951 D. SANTiNl ETAL 2,575,732

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ATTORNEY Nov. 20, 1951 D. SANTINI ET A1. 2,575,732

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ATTORNEY Nov. 20, 195K] D. SANTINI ETAL 2,575,732

ZONED ELEVTOR SYSTEM Filed June 2s, 1949 9 sheets-sheet 7 EN Em mow mgm me@ me Non. om mom om s S "E uw b M5 M E NE QE S n w ATTORNEY Nov. 20, 1951 D. SANTINI ETAL ZONED ELEVATOR SYSTEM Filed June 23, 1249 '-*6 Commontoollcors 'IDT L, 5l-+5 CL`6- '/DRsg SDTI l eonsgl 50T solas@ f 40T 4ans; 30T aoasg y 20T f zonsg Low-Zone Cors 2DTR g 9:17 IBN 7DT| al ETR.

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ATTORNEY NOV 20 1951 D. SANTINI ET AL ZONED ELEVTOR SYSTEM 9 Sheets-Sheet 9 Filed June 25, 1949 ...Ov ...om ll :.f/...Qn ...Ow

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9.6950, GLME ATT@ RN EY Patented Nov. 20, n1951 ZONED ELEVATOR SYSTEM Danilo Santini, Tenafly, Arvid M. Nelson, Hillsdale, and John Suozzo, North Arlington, N. J., assignors to Westinghouse Electric Corporation, East Pittsburgh, Pa., a corporation of Pennsylvania Application June 23, 1949, Serial No. 100,924

37 Claims.

This invention relates to a flexible elevator system and it has particular relation to an elevator system wherein the floors served by the system are divided into a low Zone and a high zone. The elevators of the system are divided into a low zone group for providing preferred service for the low zone oors and a high zone group for providing a preferred service for the high zone floors under.

predetermined conditions. The invention is directed especially to a system of the aforesaid type wherein special service is given to floor calls which have been registered for an undesirably long period of time.

In discussing an elevator system, it is convenient to designate one floor as a reference or parking oor. If the elevator system is associated with a large ship, the reference or parking floor may be the upper terminal such as the main or upper deck of the ship. As a further example, if the elevator system is designed to serve an underground structure such as a mine, the reference or parking floor again may be an upper terminal which in this case would be the ground terminal. However, for the purpose of discussion, it will be assumed that the elevator system is installed in an office building wherein the reference or parking oor is the lower terminal or ground floor of the building. For examples of prior art elevator systems, reference may be made to Patents 2,376,113, 2,376,218 and 2,447,935.

For the purpose of facilitating an understanding of the invention, it will be helpful to set forth briey a typical example of the service provided by an elevator system embodying the invention. If the system is installed in an office building, the trafc handled by the elevator system is predominantly in an up direction during certain periods. For example, immediately before the start of a business day most passengers travel from the reference or parking floor to various floors of the building and most of the stops of each elevator car are made in response to car calls. Under these circumstances, the trafc can be handled most expeditiously by connecting the circuits controlling all of the elevator cars to dispatch the cars from the reference or parking iloor when loaded cr at regular intervals and for operating the cars high call reversal.

When so conditioned, each car makes all stops in response to car calls and, on its way up. stops for all up door calls. The car also is conditioned to reverse at the highest of the car or floor calls. When the car reverses at the highest call, it promptly receives a start down signal and returns immediately to the ground floor stopping for all down calls on the return. Such operation of an elevator car is well understood in the art.

During regular business hours, the elevator system must handle trafdc in both directions in substantially equal volumes. To handle such traic, the elevator system may be reconnected for what may be termed off-peak operation. When conditioned for off-peak operation, the cars make through trips between the upper and lower terminal floors and are dispatched successively from each terminal floor at regular intervals. A dispatcher may be provided which dispatches a car standing at either terminal iloor as soon as another car arrives at that terminal floor. Conv veniently, the dispatcher may be so designed that when two cars are located at the ground or lower terminal iioor, the arrival at the ground floor of a third car may immediately dispatch one of the two cars already at the ground floor.

If desired, the elevator system may be so arranged that if no elevator car is at the upper terminal floor at the time the dispatcher interval has elapsed the elevator car nearest to the upper terminal floor stops at its highest down call or car call, Whichever is higher, receives a start down signal. and immediately starts for the ground oor. Dispatching systems of the foregoing type are well known in the prior art. If there are no down calls above the car nearest to the upper terminal iloor, the car may continue towards the upper terminal door and may be dispatched immediately on arrival at the upper terminal oor.

When the traic is predominantly in a down direction, the elevator system is reconnected for zone operation. Such traffic may occur, for example, immediately after the close of a business day. In a zone system, the oors of the ofce building are divided into a plurality of zones. For example, the iloors may be divided into an upper zone and a lower zone at a plane which may be termed the load center or center of gravity of the traiiic in the building. In addition, the elevators are divided into groups for giving preferred service to the respective zones. For the specific example given above, the elevators may be divided into a high zone or high rise group and a low zone or low rise group for giving preferred service respectively to the high zone and low zone floors. The number of elevator cars placed in each group is determined by the tra-nic requirements of the specific oiiice building. Ordinarily, the number of cars to be placed in the low zone group should not exceed one-half the total number of elevator cars, plus one.

The cars selected for the high zone group may operate as follows:

A. They take all of the up tralilc from the ground or reference floor and during their upward travel they answer all up oor or corridor calls and all car `calls that may be registered between the terminals. YThese cars run ,to the upper terminal oor of the building.

B. When coming down, the high zone cars answer all the down calls between the upper terminal licor and the load center.

C. The high zone cars automatically by--pass all down calls below the load center.

D. The high zone cars are dispatched from'the ground or reference floor at regular intervals and are dispatched from the upper terminal floor instantaneously on arrival.

E. If desired, the high zone cars maybe operated high call reversal.

The cars selected for 'the low zone group operate as follows:

A. They do not take Yany up traflic at the ground or reference floor and -they automatically by-pass all of the up floor calls.

B. If 4at the time a lowrzone car leaves the ground or reference door, there is -a predetermined number or quota -of Adown oor calls registered below the load center, the low zone car travels to the highest down call below' the load center, reverses andvis dispatched toward the ground or referenceo'or. During its return, it answers all low zone down floor calls.

C. If a second low zone -car starts up before the rst low zone car has travelled 'a predetermined distance after reversal 'in the down clirection, the second low zone 'car reverses atthe highest down call below-the load center'only if the number of down iloor'calls registered below the load center is greater than the number required for the iirst car. For example, thenumber of calls or quota required under lthese circumstances 'for vthe second car maybe double the number'required for the -rst-car.

D. If a third car starts up from the reference floor before the rst car has travelled thepredetermined distance 'in the YdownV direction, it does not reverse at the highest 'down iflo'or call below the load center unless the :numberof -down floor calls below the load center registered. is'still greater than the number required for the second car. For example, the number ofregistered down calls or quota" for the third car may besthree times that required for the first car. In other Words, the quota for each car depends on 'the number of low zone cars which `previous-ly, have been made available to pick up the registere down calls below theload center.

E. If when a low zone car 'starts up from vthe reference floor, there are Vinsufficient vdown floor calls registered below the load -center to `vequal `or exceed theY quota for the car, the car `continues travelling above the load center to Aassist Nthe high zone cars. Under these circumstances, the low zone car travels to the lupper terminal floor and is dispatched towardsfthegroundoor'ina manner similar to that employed for the high zone cars. During its return to 'the ground floor, the low zone car answers-all down floor calls, unless the down floor lcalls registered below the load center are sunicien't to equal or exceed the .quota for the car, whereupon the car 'by-passes the high zone down 'iloor calls.

F. If a low zone car is travelling 'up yabove the load center when Ysufficient down iioor fcalls below the load centerfare registeredrto satisfy :the

quota. of the car, the car automatically reverses at the next down call or if no down call exists above the car, at the next floor, and is dispatched towards the ground iloor. During its return, the low zone car by-passes all down oor calls above the load. center and picks up .all down floor calls 1below the .load center.

G. Since the traffic is predominantly in the :down direction, in order to give equal service to all of the iloors, all of the cars in both the high Vand low Izone groups are dispatched from the ground or -reference iloor at regular intervals. YElf the :high zone lcars operate on a through trip basis, 'they vare dispatched from the upper terminal floor -atlregular predetermined intervals. nIf the low zone cars reverse before reaching the upper terminalfloor, .they are dispatched instantly.

`Should a low zone car reach the upper terminal oor,'it is dispatched at the same interval provided or the high zone cars. In other Words, when cars reach the upper 'terminal lfloor, the dispatcher does not discriminate between flow zoneand high `zone cars.

In accordance with the invention, special service is given for floor calls which remain unanswered `for an undesirably long period Yof time. Thus, if a floor cal-lin the high zone remains un ,answered for more Vthan a predetermined time (such a call is designated a "priori-ty vcall)A the first low zone car which :starts .from the reference oor with insucient low yzone calls to equal `er exceed the quota for the car will be assigned'to pick up the priority floor call.

If several priority down iioor calls Aexist "in the high zone when the low zone car starts, thecar proceeds to the highestof the priority downcalls and reverses. On the way downthe carpickstup only the priority 'down Vcalls in thei-high zone and down calls existing .below 'thelloadjcenten' Ina similar manner, any down call inthe low zone which has been vregistered lformore 4thania. predetermined time (here designated a priority call) will bepick'edup iby thefirst descending unlled high :zone rcar or by'a low zone'car which is descending in the high zone without `having .its quota lled.

It therefore, an object of the invention to provide a zoned elevator (system wherein ya, priority oor call lin vone zone, such .as one 'which Vhas been registered for more` than :a predetermined time, is 'given special service by an elevatorV car normally giving service predominantly to. another zone.

It is also an object of the invention to Lprovide a vzoned elevator system wherein a high lzoneele vator -car normally lserving predominantly a high zone of floors, and a lowzone elevator carinormally.servingpredominantly a low zone lof floors, each :may 'be assigned, 'if available, to .give special serviceto a priority floor call in 'a Zone other than that `predominantly served by 'the car 'so assigned.

It "is a further object of the :invention to sprcvide alzoned elevator system wherein Ja high `zone elevator car lserves predominantly alhigh zone-oi floors and a low Zone elevator 'car :serves predominantlyfa low zone. of nfloors 'and wherein ian available low zone car may be assigned to :give special Vservice to a priority call in .the.highszone It isalso anobject of thefinvention to provide an elevator system as defined .in the preceding paragraph wherein .if several priority calls exist in the .high izone, the availablelow zone kcarina?,7 be assigned to proceed upwardly `to 'the highest of. the priority" calls, reverse 'and pick upfsad priority calls on the return thereof to the lower terminal or reference floor.

It is an additional object of the invention to provide an elevator system wherein a high zone elevator car serves predominantly a high zone of floors and a low zone elevator car serves predominantly a low zone of oors and wherein an available high zone car may be assigned to give special service to a priority call in the lovv zone.

It is a still further object of the invention to provide a zoned elevator system as dened in the preceding paragraph wherein if several priority callsexist in the low zone, the available high zone car may be assigned to pick up the priority calls successively.

Other objects of our invention will become evident from the following detailed description taken in conjunction with the accompanying drawings, of which:

Figure 1 is a diagrammatic representation of an elevator system embodying our invention,

Fig. 2 is a diagrammatic representation of the stationary Contact segments and the moving brushes on a floor selector for one of the elevator cars embodied in Fig. l, with the brushes disposed in the position they take when the car is stopped at the third floor.

Figs. 3, 4, 5 and 6 collectively constitute a diagrammatic representation in straight-line style of the circuit connections for the two-car elevator system illustrated in Fig. 1. The gures should. be assembled vertically in numerical order with Fig. 3 at the top.

Figs. 3A to 6A, inclusive, are key representations of the relays in Figs. 3 to 6, inclusive, illustrating the coils and contact members disposed in horizontal alignment with their positions in the straight-line circuits of Figs. 3 to 6. Figs. 3A to 6A should be placed beside the corresponding Figs. 3 to 6 to facilitate the location of the various coils and contacts.

Each relay coil or Winding is identified by a .relay reference character. Each set of relay contacts is identied by the proper relay reference character followed by a number representing the set of contacts. The relay contacts may be back or break contacts which are designed to Yinterrupt a circuit when a relay having such contacts is energized. A relay also may have front or make contacts which are designed Yto complete or close a circuit when the relay is energized.

The elevator system illustrated is provided with four cars A, B, C and D for serving sevenvfloors. This number of cars and this number of floors have been selected for the purpose of simplifying the disclosure as much as possible, but it is to be understood that the invention may be used for any reasonable number of cars in a bank serving any reasonable number of oors. For example, the invention would be suitable for an installation of six cars serving thirty floors. Although the number of zones employed will depend on the specific elevator system design, the following description Will portray a system having two zones.

For the sake of simplicity, the similar apparatus individual to each car is given the same reference characters except that the apparatus for cars B, C or D is given the prex B, C or D to indicate that it is for cars B, C or D instead of for car A.

In the discussion which follows, cars A and B are assumed to be connected for low zone operation, and cars C and D are assumed to be connected for high zone operation. The drawings 6 show primarily cars Aand C together with their associated circuits. It will be understood that the circuits for cars B and D are substantially similar respectively to the circuits for the cars A and C.

Apparatus individual to car A D-down switch.

E-slow-down inductor relay.

F-stopping inductor relay.

G-inductor holding relay.

H-high car call relay.

J-high call reversing relay.

K-high floor call relay.

KX-auxiliary high priority-iloor-call relay.

L-shift relay.

M-car running relay.

P-inductor plates.

R-resistors.

S-loor call stopping relay.

SX-auxiliary floor call stopping relay.

T-car call stopping relay.

U-up direction switch.

V-high speed relay.

W-up direction preference relay.

X-down direction preference relay.

QM-quota modifying relay.

Z-limiting relay.

TR--transfer relay.

DRf-door relay.

13A-manual by-pass relay.

PB-.automatic by-pass relay.

PC-transfer control relay.

'IDR, SDR, EDR, 4DR, 3DR, 2DR-down callstoring relays, common to all cars.

IDT, BDT, 5DT, 4DT, GDT, ZDT-down floor-call time-delay relays, common to all cars.

BUR, EUR, 4UR, SUR, ZUR-up call-storing relays, common to all cars.

PD--auxiliary transfer control relay common to all low zone cars.

13E-special vservice control relay common to all high zone cars.

Q-quota relay common to all low zone cars. QA--quota auxiliary relay common to all low Zone cars. v PF-special service control relay common to all low zone cars.

Apparatus in Fig. 1 of the drawings Referring more particularly to Fig. 1 of the drawings, it will be observed that a car A is arranged to be supported in a hatchway by a cable Ill which passes over a sheave II to a counterweight I2. The sheave II is mounted for rotation by a shaft I3 driven by a motor I4. A brake I5 of the usual spring-operated, electromagnetically-released type is provided for stopping further rotation of the sheave II when the motor I4 is deenergized.

A floor selector I6, of any suitable type, is provided for connecting the various electrical circuits of the system in accordance with the position of car A. The shaft I3 is extended to operate a brush carriage I1 on the floor selector IB by mechanically rotating a screw-threaded shaft I8 on which the carriage is mounted. The carriage I1 is provided with a number of brushes which are disposed upon movement of the car, to successively engage stationary contacts arranged in rows on the selector in position to correspond to the floors of the building. For simplicity, only two brushes, 32 and 42, and two rows of contact segments b2 and g2, etc., disposed to be engaged by them are illustrated in Fig., 1,V but it will be understood that in the 2gsm-maa systeninto be.' described herein; as. vvell'fas-- l.in practice', a. much larger numberro brushes-and rows` of contact segments `is,v required Other formsfof sele'ctorsfn'iayy be substituted forvthe selector shown, if desired.

A starting, switch SW is. mountedlink the car to be operated by the attendant to start the car. When the car switch is rotated anticlockwise, it closes its contacts SW i to start ythe car for the direction for which it is` conditionedA to operate. When the car switch' iscentered', it leavesV the control system of the car 'insuch' conditionfthat the car can be stoppedA by operation off'hall buttons at the iioor landings or stop'` buttons 'in the car: be operated by the car switch or that any'suitable control means may be substitutedforfthe car switch. The illustration of the carL switch is used for simplicity in describing the system:

Car buttons 2c, etc. (one'ior' each iioor)- are mounted in the car, so that the attendant may; by operating them, cause the cai-to stop-"autoe matically at any floor. The direction ofoperation of the car is controlled by relays W an'dX as will be described in the connectionpwith' Fig. 3.

Hall buttons are mounted' at the floor landings, in order that waitingY passengers may cause the cars to stop thereat. An up button and a down button are provided at each floor intermediate the terminals. A down button is disposedA at the top terminal and an up button at the bottom terminal. Fig. 1 illustrates only the up hall call buttonv 2U andthe down hall' callbutton 2D for the second iioor.

Inorder` to. automatically eiect accurate stopping of car Aat theiloors inresponse to operation of the: stopping buttons 2c, etc., in the car, or by operation ofthe hall call. buttons 2U, 2D, etc.,. at the floor, a slow-downY inductor relay E and a stopping inductor relay F aremount'ed on thecar in position to ,cooperatewith suitable in ductor plates of iron or other magnetic material, mounted inthe hatchway adjacent. to eachfioor. Only'V the upplatesUEP and. UFP and` the. down plates DEP and DFP for the second vioorare illustrated. `Similar plates are. provided for each floor, except that the top terminalhas` only up plates and the bottom terminal only down plates.

The inductor relays E rand F; when their coils are energized; havel normally incomplete magnetic 'circuitswhichY are successively completed. by the inductorv plates as thel car approaches a .oor atwhichaV stop. is to. beA made. These: relays are; so designed thatv energization of their operatingfcoils willznot produce operation-'of their, cone tactsi until, each, relay is. brought opposite.- its inductory plate,.tl1erebyA completing; the relay magneticcircuit. Uponoperation of. the relay con tacts (such as El or E2)` theyrema-inzirroperated condition:` until the,y relay operating coilis deenergized, even though the inductor relay moves away from the position opposite the. inductcr plate which. completed its magnetic circuit. The plates should beso spaced in theha-tchway as-to provide desirable distances for slowdown and stopping or thecars at the-floors.V @ther methods of controlling slowingdovvrr and stopping. of the car may .be used if so desired.,

InthepresentA system, which is: given as. an example-of how the invention mayv be. utilized; the variousf control circuits are-so connected? that the system willloperatewith a` lowY Zone oi lower group of floors including'the first, second, third andY fourth iioors andia high zone or high groups f' floors including thenfth,v sixth and seventh It is' to be understood that the car mayl floors. Y Floor. one.v .is .-consi'deredas parking or reference floor. The diyisiontbetween thettwo Zones.r off floors is determined'. by making; certain Wiring connections'vv-ith alow zone circuit'lrt, as willbe described later in connectiorrwithFig'.. 5.

Thecars and their lcontrol .apparatusy `mayrbe designedf for' operation. under certain conditions; asv a high call reversal system inY which the cars stopV for upA calls onl their up trips but'automatically stop and reverse atthe highest down call when thereL is-r no.- service requiredabovefthat highest down calli: Suchv operation wellV under. stood inthe art; If'the car attendantvdesiresg fory any reason, to: go 'above-the highest down call While on an up trip, he can: do soby press'- ing a car calli button, 6c, etc., for aioor above to cause the cary to keep: on lup to suchfloor. However, at certain pea-k periods in down travel the system is adjusted or set to cause selected cars toserve down calls only' in the lower floors when theyy exceed a rpredetermined number;

Suitabley switching means, represented by the switchv I9, maybe provided' on the `cars or elsewhere to condition each elevatorv car to bef-dispatched atea'ch terminal', or for operation as a high call reversal elevator, or for'zone operation as discussed, for example, inl the aforesaid patents. The inventionY relates particularly to improvements in zoneY operation and; theseA will be discussed below 'in detail.

A push-button switch 27 is providediri carv A to permit the attendantr to by'pass` the' calls ahead of his car when it isV loaded or whenever the attendant desires. to operate the car straight through.

Apparatus in,v Z'

Fig. 2 illustrates arr'enlargedf.vi'evvfof;v the floor selector |36' off Fig. 1.. In. this ii'gure, the various stationary contact segments arefrepresented by rectangles and most of the *contacting brushes by small circles.- 'lflierbrush` carriage Iisshown by dotted lines-A in the position it occupies; when the associated car' is stoppedL at thev third floor'.

Thev contact' segments Yft2 toal1-- on the floor selector are disposed to be successively engaged by the brush 3B- t`o controlfthe high car calli relay H andby thebrush Sill for completing stop. cir:- cuits set up by the-callL push buttons;` in the car for* up'V direction stops. The brush 3G' should be longl enough to bridge-adj acen't Contact segments.

The contact segments b2 to b and the brush 32-` are fonconnectingthe circuits ofthe stop buttons 'ZU etcn, vat the floor landings for up stops. The upv contact segmentsY c2 to c6 and the brush 33 vare provided vfor connecting circuits for cancellingY stop Callsregistered by the up hall call buttons 2U, etc. When connected for zoneoperation, the lowl zone cars do not answer up-ii'oor calls, but the-upcontact-segmentsmay be employedV by these cars when the system` is connected for up-peak operation or for off peak opera-tionifY the carsf are to answer up floor calls underfsu'ch operating conditions. The up contactv segments di? to d5 and' the brush 3,4 connect circuits for the high calli relay to be described-later.- The-contact segments' el toefl and the brushz il connects circuitsv for-'limiting relays to be described later. The down. cancel conta-ct segmentsV f2;v etc., andi` brush 4t, the dovvnV oor call contact segments- 92:', etc'., and brush 42, and the down car call contactA seg:- ments h2', etc., andv brush lare provided. .for connecting circuits -for the down direction. in thesamel manner as described for the up direc'-` tion.

The contact segments 9'2 to :'I coact'with the brush ib and the contact segments k2 to k1 coact with the brush kb for certain control functions which `will be discussed below.

On the right-hand side of the floor selector, a series of switches 52 to 55 are illustrated as disposed to be operated by a cam 49 on the carriage I'I as it moves from its floor to floor position, for the purpose of controlling a high car call circuit. A Contact segment 63 is positioned for engagement by a brush 64 mounted on the carriage I1 when the carriage is between its rst and second iioor positions. A contact segment 65 is engaged by a brush 66 mounted on the carriage I'I when the carriage is at its seventh oor position. These contact segments and brushes assist in controlling certain relays as hereinafter pointed out.

A cam 60 on the carriage II opens a switch B2 when the carriage is in either the iirst or second floor position. The cam 6B also opens a switch I when the carriage is in the first floor position. These switches assist in controlling a quota adjusting relay QM.

Apparatus in Fig. 3

Referring particularly to Fig; 3 of the drawings, it will be observed that control circuits are shown on the left-hand side which are individual to car A and which are similar to the circuits of car B. At the right-hand side, the circuits shown are individual to car C and are similar to the circuits of car D. The circuits. shown in Fig. 3 for cars A and C may be identical. However, to simplify the drawings, the car C is not provided with a high call reversing relay and does not have relay contacts corresponding to the high call reversing relay contacts J I and J 2 or the car running relay contacts M2 shown in Fig. 3 for the car A.

As shown, the motor Id is provided with an armature I4A which is mechanically connected to the shaft I3 for driving the sheave II. The brake I5 is provided with a winding 20 which is energized on energization of the motor I4. The motor I4 includes the usual shunt-type main iield winding IdF, which is connected for energization across the direct-current supply conductors L-S and. L-I-S. The armature 14A is connected for energization by a loop circuit 22 to a generator G which is provided with an armature GA.

In order to control the direction and magnitude of the voltage generated by the generator armature GA, a separately-excited main eld winding GF is provided for the generator G. A eld resistor RI is included in the circuit of the rleld winding GF to provide speed control for the motor i4. The generator G is provided with suitable means such as a series field winding GS for correcting the speed regulation of the motor I4.

The master switch SW located in the car A is here shown connected to control the energize.- tion of the operating windings of an up reversing switch U and a down reversing switch D. The reversing switches U and D are provided with contact members U2, U3 and DI, D3 for connecting the generator eld winding GF to the conductors L-3 and L|3 in accordance with the direction in which it is desired to operate the car. When either the up or the down reversing switch U or D is energized, the car running relay M is also energized to condition certain circuits for operation. The common portion of the circuits of the reversing switches U 10 and D and the running relay M includes the usual safety devices indicated diagrammatically at 23.

A high-speed relay V is provided for shortcircuiting the resistor RI disposed in series circuit relation with the generator iield winding GF for applying the maximum voltage to that winding when the car is operating at normal high speed. This relay is controlled by contacts U4 and D4 of the switches U and D on starting and by contacts El, E2 of the slowdown inductor relay E when stopping.

An upper and a lower mechanical limit switch VTU and VTD, are provided for interrupting the circuit of the high-speed relay V when the car reaches a proper slowdown point in advance of the upper and lower terminals, respectively, and an upper and a lower stopping limit switch STU and STD, are provided for opening the circuits of the reversing switches U and D at the terminal'limits, in accordance with the usual practice.

An up direction preference relay W and a down direction preference relay X are provided for controlling the direction ofoperation of the car and performing certain functions in connection th'erewith. The'operating windings of these relays are controlled b'ya top limit switch 30T', a bottom limit switch 30B andthe high-call reversal relays. Each of the limit switches 30T and 30B is arranged to be opened when car A arrives at the corresponding terminal, thereby interrupting the circuit of the direction preference relay W or X corresponding to the directionofoperation of the car. Also when the high call reversal relays operate while the car is between terminals, the relays W and X are operated to reverse the direction switches. Hence the car attendant does not need to do anything except close or open the car switch SW and operate the car call buttons.

Although cars C and D may be provided with conventional circuits for reversing the cars at their highest calls, as previously pointed out, such circuits are not 'illustrated here.

The energizing coils for the slowdown inductor switch E and the stopping inductor switch F, are illustrated in this ligure as arranged to be energized on operation of the contacts SI of a hall call stopping relay S, the contacts TI of a car call stopping relay T, the contacts JI of a high call reversing relay J, or the contacts SXI of an auxiliary hall call stopping relay SX. (The operating coils for relays S and T are illustrated in Fig. 4, the coil for relay J is illustrated in Fig. 5 and the coil for the relay SX is illustrated in Fig. 6, and will be described in connection therewith.)

'An inductor holding relay G is provided for `maintaining the inductor relays in energized a decelerating or stopping Apparatus in Fig. 4

The car buttons 2c, etc., described in connection with Fig. 1, are illustrated with their holding coils 2cc, etc., and circuit in the upper part of Fig. 4, in connection with the high car call relay H and the stopping relay T. The coils 2cc,

lili etc., .arezfenergizedwhen -the .carxstarts"in either direction toVA hold. inl .the ycar fbuttonsifz-c, 3c, etc., as they are operated, until the direction of *the cards; reyersed,' so-that the 'temporary `operation of :a .car button :by the attendant will `:cause .it to remain in operated condition -until the @car is reversed. Energy Yfor the various :control :operations iis derivedV from the l.direct current concluetors .or'fbusesLA-d, L-4 which may be extensions orithesconductors L-l-, L-3.

.:he highicar-call relay' is used- :ztowprevent relay J (Fig. 5) from reversing the car .at the highest registeredrgdowntiioor call whenva .stop call rior .a ,floor above isregistered von the stop buttons ini the car.V lt is connectedfby "brush 3|) toV the-row ofA contactv segments a2, etc., .on the corxselector ffl-6, .so that` it---will' be energized Whenever 1a stop cal-lis registered. on vone-of the stop buttons-in car yA ior'a'iloor` above the car. 'Ilieswitches .E2-56, inclusive, Aoperated by the cam `49,:are shown `as disposed in the circuits of the car buttons to prevent energization offthe relayxHty operated 1stop-louttons ca r Awior floors :below that car; `'Erie-earn. 4.9 has va length suic'ient `toflori'dge two yofi thesswitches.

.Since no high .call-reversingl relay illustrated. for 'the ,car C, ia :relaywcorresponding to thel high car call relay H .is -not 4shown Afor zthe'car 1C.

'.fEE'l-ie`V car .stopping relay 'Tj is Y'connected :to the ments alietc.,r and to .thefdown brushrdengagingt'hefrowioi ,contact .segments.;h2, etc. so-rthat, whena callisfregistered on a car-hutten and the ear .approaches iithe: v.energized Contact isegment corresponding thereto, relay :T willV be. :energized tostop: the Acar .by/.energizingfthe :inductor relays FandE.

, "Theloororhallbuttons 2U, 2D, etc., described in` connection :with Fig.' l 4are shown Iwith-:their tion registering'frelays Aandfloor buttons for only thesecond, third and .sixth floors are .-shown,..as the .up buttons. and registering yrelays 'for fthe otherV oors will be readily understood.

TThe down. call v,registering relays, whenv energized, .close circuits to the .row of: contact'tsegments p2; etc., .andthe up registering-relays, when energized, close circuits to the-row of `contact segments cbZ, etc., on th'e'iioor selectorso that 'the con-tact -segment iorafloorfor which a call :is registered is; genergiaedias .long asthefcall exists.

A car stopping relay S is shown as connected to the downzbrush engaging segment-g2, etc. (Sincethe car iCis responsive to iup cal-ls, its car stopping relay CSiisf-.connectednot :only l.to the .'downiibrushCZ, loutfto 'the up hrushCSZ which 'engages the segments cb2.,:et.c.`) llhenvthe car approaches a iioor in a .down direction for :which a down call is registered, the corresponding brush engages the energizedcontact segment for that oor andthereby causes the relay -.S to be energized, which, .inturn, .energizes the. `inductor .relays F and E .of that car toeect the stopping of that car .at .that licor. y

It will be recalled thatthe carA-.isa low .zone

`ments on 4the .floor selector.

car and `does :not tanswer up calls. Consequently, the :up [floor `buttons in iFig. 4. are shown associated onlyV with the relay CS vof Vcar C. However, up contactfsegments b2 to b6 may be `provided for the car AA to facilitate reconnection of alow zone car ,for normal, high zone or other operation.

.A ,cancellation .coil is wound in opposition to each..call registering .coil and connected to an appropriate fone of the cancellation contact seg- The up ,cancellation coilsa-re designated as ZURN, etc., connected to the up vseg-ments Co2, etc., of the car C, and the down -cancellation coils as EDEN, etc., :connected to the down :segments f2, etc., of all of the cars. As the. brush C33 moves over the -segments Co2, etc., of the car C, and the brush -4| \(or Cdl) moves over the segments f2, etc. (-or cf2, etc.), they energize the cancellation coil for any floor at which a, car stops to answer a stop call.

Contacts of .the relays G, M, W and X are shown.,for .controlling the connections of various circuits. It is believed that such contacts may be traced readily on the drawings and that their purposes will be apparent from the discussion herein presented.

Apparatus 'in Fig. `5

Fig. 5 .embodies Athe high loorcall relay K, the high:eall'reversing'relay J, the quota relay :Q and the'transfer :relay TR together withthe operating circuits therefor. The circuits for. cars A and .Cshown'jin Fig.v 5 for `the most-part are dissimilar.

"Ther high oor call .relay K of car A visprovided forcontrollingzthe operation of the high call :reversing relay J for that car in accordance with the 'existence or non-existence of registerediloor calls -above it. If the contacts WS andV TRIS r.are closed, the relay K is connected for energ'ization `through the low zone circuit comprisinga conductor 5| and its auxiliary conductor'5la. The-circuits 5| and 5|a are :common to all the low zone cars. Arrows indicate conductors which extend from these common circuits .to 'the corresponding transfer relay contacts for the car B.

Thewcircuit 5| includes back contacts of only the'down 4call registering relays for the floors included in the lower zone and they are arranged in `seriesaccording to vthe .natural sequence of the floors and the circuit is connected at floor points with the contact segments (Z2-d4. A conductor 1| `connects the top contact lsegment dll for the ilow zone directly to the ysupply conductor L-}-5. Therefore, when the relay TR is energized, the'relayK willnot bev energized .as .long asfadown call exists at a floor Vinthe low zone above the carV but as soonA as the carreaches the uppermost registered down call in the low zone'or as'soon as the car reaches the top floor of the low zone, its relay K will be energized.

The circuit 5| and the contacts therein. provide-.a meansfor dividing the .floors intotzones.

The .number of oors included in thelowr zone issdetermined -by the number of lower floors havingtheir hall. call `registering relay contacts includedin the low -zone circuit 5| The high zone includes the floors above the 10W zone. If it is desired to include more iloors, in the low zone, then back contacts of the down hall callregistering relays vvfor more floors are included in circuit 5|. For instance, if it is desired to change the :presen-t system to a low rzone of five oors,

this can; be eilfectedsimplyv by moving the pair of back contacts DR2 of the down call registering .device EDR for the fifth floor into the low zone circuit 5| (Fig. 5) in a manner similar to the contacts 4DR4 and by eliminating the contacts 5DR4 and 6DR5 from the circuit Sla, so that the low zone cars will reverse in response to a predetermined number of down hall calls for the lower ve floors instead of the lower four iloors. The conductor 'H would be moved to connect the conductor 'l2 (which is associated with the fifth floor contact segment d5) to the supply con- 4ductor L+5.

Also, a contact segment for the fth floor would be provided in the e-row for each of the floor selectors. For example, a contact segment would be located above the contact segment e4 for the car A and above the Contact segment C64 for the car C to control automatic by-passing by these cars in a manner which hereinafter will be set forth.

In accordance with the invention, the auxiliary circuit 51a is a branch of the circuit 5| and includes back contacts for the down call registering devices (such as EDRZ) for the oors above the low zone. Each intermediate down oor call registering relay between the low zone and the upper terminal floor has front contacts connecting the supply conductor L+5 and the contact segment for the floor. For example, the contact segment d5 is connected to the supply conductor L+5 through the conductor l?. and down floor call registering relay contacts BDRG. As a further example, the contact segment d6 is ,connected to the supply conductor Irl-5 through a conductor 13 and the down floor call registering relay contacts 6DR4. The conductor l2 is connected in succession through the back contacts EDRZ and EDRS to the conductor I3. In a somewhat similar manner, the conductor 'I3 is connected through the back contacts 5DR2 and 'IDR3 of the down floor call registering relays for the sixth and seventh (or upper terminal) floors to the supply conductor L-i-5. When car A is a low zone car operating on the circuits :5| and 5m under control of the quota device, the relay K is energized when car A is travelling up in the upper zone only at the rst down call above it, or if no down call exists above the car, the relay K is energized when the car reaches the next floor.

. Additional floors readily can be included in the circuit Sla. For example, let it be assumed that the fourth floor is to be included therein. Ihe conductor 1i is moved to connect the ccnductor 15 to the supply conductor L-1,5, and the back contacts 4DR4 are omitted. Front contacts of the down call storing relay 4DR are employed for connecting the conductor 'i4 to the supply conductor L-l-5 in the same way whereby the back contacts EDRA connect the conductor '12 to the supply conductor L-l-S. In addition, back contacts of the down call storing relays @DR and 5DR are successively connected in series between the conductors 'M and 12 in the same manner whereby the back contacts EDRZ and GDR connect the conductors 12 and 13. These changes should be accompanied by removal or disconnection of the fourth floor contact segn ment in the e-row of each floor selector. For example, the contact segment e4 for the car A and the contact segment Cell for the car C should be removed or disconnected. Such contact segments control automatic by-passing of the cars and their function will be discussed in greater .detail below. These 'changes result in movement of the load center to a position between the third and fourth oors.

The relay J stops the car by closing its contacts in the circuit of the inductor relays E and F (Fig. 3), and it then reverses the stopped car by opening its contacts J2 in the circuit of the up direction preference relay W (Fig. 3). When the transfer relay is energized and the quota is not lled, the relay J is ineffective and the car travels to the upper terminal oor.

When a low zone car leaves the lower terminal on a trip, it starts up on the circuit 5l, vbut is incapable of actuating the reversing relay J. Iif a suflicient number of down calls are reg# istered in the low zone to operate the quota device, that device may render the reversing relay J effective so that the low zone car will stop and reverse at the highest down call in the low zone, or at the lowest down call above the car in the upper zone (or at the next oor in the upper zone if no upper zone calls are registered), depending upon the position of the car in the hatchway, at the time the quota is filled.

The transfer relay 'IR is provided for trans-y ferring the relay K from control by the circuits 5| and 51a to an inactive conditi-on when the low zone car is to answer a priority call in the high zone. Under these conditions, the relayvJ is rendered effective for reversing the direction cf operation of the car at the oor above the car corresponding to the highest registered priority down call.

Thel quota relay Q is provided for totaliz'ing the down calls in the low zone. It -is common to all the low zone cars and its energized opera'- tion is determined by the number of down calls in existence and the number of low zone cars moving up in the low zone.

"The energization of the quota relay is controlled by a plurality of branch circuits, each of which includes a quota resistor, such as R2, and which are controlled by contacts operated by the down floor call relays, such as 2DR, in the low zone, and by a plurality of branch circuits, each of which includes a resistor, such as R5, and which are controlled by contacts operated by the quota modifying relays, such as QM. The quota relay and the resistors together with their connections are so designed and controlled that the relay will be responsive not only to the number of registered down calls that exist in the low zone, but also to the number of low zone cars that are travelling in the up direction.

For example, let it be assumed that seven or more oors are included in the low zone, and that car A is conditioned as a low zone car and is going up. As long as no down call is registered in the low zone, the relay Q is not energized. If only one down call in the low zone is registered', the relay Q still remains unoperated because sufcient current does not flow through the one connected resistor to actuate the relay Q. As soon as two down calls in the low zone are registered, sufficient current ows through the two connected resistors in parallel to actuate the relay Q. The resistors and the relay Q .are normally designed to effect operation of the relay Q whenever two down calls in the low zone exist and only one low zone car is going up; to require two more calls (i. e., a total of four calls) for a second car entering the low zone after the rst car has been selected and is still in the low zone, and to require two more calls (i. e., a total of six calls) to operate for a third car enteringthe Vlevi/@zone :after the ii'irst two 'cars have ibeen selected' .and .arestillzin the low zone. .This is eifected because :operation of 'the :quota relay operates relays. QM, BQM,etc., to add. additional resistors R5, R5, etc., .in-parallel with the relay Q.

:Since .onlyrthreedown .hall buttons are-.slfiown the .low zone, it may. beassumed, for illus- .trative purposes, that: two .registered low. zone downcallssuice .topick .up the quota relay Q alone, .and Lthree. registered low .zone down .calls suice to pickl 'up .the .relay Q when. the resistor R iis connected sthereacross..

The nuotaf-adgusting; .relay QM isA provided :for sc fcontrolling the branch .circuits nf the vrelay Qffasxto energize that Vrelay .in accordance with themumber of lowv zone cars in the .lowzone .and theinumberof down floor calls registered in the low zone.

vlIf two cars are in the low zone when two low zonedoW-n calls are registered, Vthe quickest' acting relay QM or BQM will be energized and its car will bereversed and the other car will not be reversed until more low zone down calls are registered.

When the car A .leaves the first floor, the

transfer relay TR is -energized as a result of engagement of the contactsegment 63 by the brush 5 4. This means that lthe high call floor relay K is.associated with the circuits 5| and Ela. However, energization-of the transfer relay TR also opens contacts TRI I. As long .as the contactsv TRU, QM5 4and Jare open, .the high call reversing relay J cannot be energized, and the. car A will run from. the ground floor to the upper terminal oor. VvIn order to condition the high .call `reversing relay J for energization, either .the contacts TRII- or the contacts QMS must be closed.

Closure of thecontacts QMS is controlled .in

part by the quota relay Q. Referring to Fig. 5, n

it will be noted that energization of the quota relay .Q rcloses contactsQI toenergize ra quota auxiliary .relay QA. Energization of the yquota auxiliary relay QA opens contacts QA'I to introduce .a resistor R1 inseries with "the winding of the quota relay Q. The resistor reduces the current owing through the winding of the quota, relay yQ and the relay drops out to open its -contacts Qi Yas soon as contacts QMS close. Qpening of the contacts 'QI deenergizes vthe auxiliary relay QA and re-establishes the shunt path across the resistor R7. Consequently, :the quota relay is. conditioned for a subsequent 4operation, butas long .as the contacts QMS remain closed, the quota relay QV is bridged 'by the resistor R5.

' When the auxiliary relay `QA vis energized, it also closes contacts QAZ which are associated with the quota `modifying relay QM. If -the car A -is at the ground floor, Athe transfer relay TR is energized (or the relay will be energized Aas the car A leaves the ground floor) and the contacts TRM consequently are closed. The up preference relay contacts W9 vare closed but the switch 6I isy open and the door relay contacts DR2 .may be open. As soon as the doors of car A are closedthe relay QM is energized and establishes a holding circuit through contacts QM4, W8 and DB2.

The transfer relay TR has a first holding circuit which is completedthrough the contacts TR`I2 and PFZ. Energization of the quota modilying relay QM establishes a second holding circuit for the transfer relay 'through the contacts TRIZ vand QM2. The latter holding lcircuit is independent of the relay contacts .'IPF2.

The; holding. acircuit :for the lquota :modifying relay =QM iscontrolledtby several contacts. After the car A ileaves the .ground floor, the switch 5I closesztoaprevent.'subsequent .opening fof the :door .relay .contacts DRZ .from interrupting the holding circuit of Vthe .quota modifying relay QM. Consequently, until .the car A lcompletes iits -low .zone assignment, `the contacts -QM3 remain closed 'to modify the .response .of the quota re lay .,Q.

When .the car A reverses to return .to the ground iiioor, the uppreference relay .contacts W8 and W9 open. Upon return of thexcar .A to the. second oor, vthe switch .62 is reopened by its cam to yinterrupt the holding vcircuit for the quota ,modifying relay QM. Deenergization of this relay restores the circuits Aassociated. with the quota relay Q to the condition illustrated in Fig. 5. By lengthening or shortening the cam 6i) of the switch '62, the position vof the car .A at the time the quota relay is restored may be adjusted as desired. In `the present case, restoration takes place when the car A reaches the second `licor.

Referring again to the high call reversing `relay J, the closure vof the quota modifying relay contacts QM5 conditions the relay J for energization. rIf the car A is .moving in an up direction, the up direction preference .relay contacts W6 are closed. Assuming that Vno car call buttons are actuated, the high car call relay contacts Hl are closed. Consequently, upon .closure of the contacts Kl an .energizing circuit is completedforthe high. call .reversing .relay J, .and the car A is reversed.

If the car A is inthe low zone conditioned vto move in an up direction atthe moment. the quota modifying relay contacts QMS close, the car .will reverse r at .the highest registered down callin the low zone. .Such reversal .results from energization of the high floor call relay K through the brush .34 and the circuit 5I. Unless `the .bypass switch 2l is .manually actuated, the car A will .pick up lall -down calls during its return to the ground floor.

Should the car A be conditioned to .move upwardly in the Ahighzone at the time the contacts QMS close, itwillreverse at the lowest down call above the car as a result of energization of the relay K through the brush 34 and the cir` cuit Sla. If no down call exists above the car A at this time, the high .floor call relay K will be energized through the brush 34 and the circuit 51a, at the .next oor to complete an energizing circuit for the reversing relayJ.

When the high call reversing relay J is energized, it establishes a holding circuit through contacts Hl, J3, W6 and J 5. Stopping of the car deenergizes the up direction preference relay W to close the contacts W1 and open the contacts W6. Since the doors start to open before the relay W is deenergized, the door relay contacts DRI maintain the holding circuit and the high call reversing relay J remains energized until the doors ofthe car A are reclosed to separate the contactsDRl of the door relay.

Assuming that the car. A is in the high zone at the time operation of the quota relay Q results in .a .reversal of 4the. car, itis desirable that theV car return promptly to the low zone without makingany intermediate stops. -Such oper.. ation is. provided by .a load .center or .limiting rel-ay Z. Energization of the relay Z isderived through the contactsegments fil-ee, the brush 40 and'frontcontacts Xl of theffdow-n direction staats-f thefbrush and 'Contact segment 65,' Tli'ere-v'V siilting' enegi'zaticn of the' transfer controlrelay Pcloses Vthecontacts PCI to establish with'the' contacts Z2 a holdin'gcircuitfor the relay PC. The contacts PC also" close to; energize' the any, ary transfercontrolfrelay'PD. The relay PD'clo'ses its contacts'PDijtto reenergiz the" transfer relays of alllow' ZoneA cars.Y ',Il'ietransr fefcntrol relay'PC also" has opened its con# tactsPCIi to' prevent'energi'zation of the quota, modifying' relay QM; This permits' the car A toy answer special Vservice down calls'y'onitsfretliijlfv tothe' ground'tfl'o'or. The remainder of the 10W Zonecars are subject to control by Vthe quota" re1'ay"" 5. When the'y car A arrives atlthe lovv zoner orrits" return to ythe" ground o'or, the energize# tion'ofrtl'ieV limiting' relay Z opens' the back conf' tactsZZ to deen'ergize' the transfer control'V relay PC," A Consequently, the relay `PC opensits con# tact'sf PC2 to" de'energize4 the auxiliary transfer' control' relay PD'and closes' itscontacts' PCS to permit s energization of the quota modifying relay QM? Apparatus-in' Fgure' Figi `6,illustrates,,the circuits associatedwith the-down floor calllvtiineldelay relays ZDIl to 'ID"I Which'rare employed for timing the various downilooncalls. 1f, a doyvnriioor call remains unanswered for apnrcdetermined time'. the associated time delayrelays dropsout to establish suchcall asa priortyall. .Y

Eig. also discloses circuits for Y thev auxiliary high priorityfloorcall relay KX, the special servioecontrol relay vPELWhich common to allhieh Zone @are and the specialk service conf.

trolnrlay PF VWhich ,isl commonto all lowA zoner cuits for the auxiliary floor. call stopping relay SX afeilllltreted in ',Fs. 6..` Thisauxiliarr floor. .call

stoppingtrelay effective for priority down floork callservcedowcoergealbtm delay` relays. 2131' to "Dlare 19111111911 15.0,@11 9i. the cars.V Y These. relays are energized respectively through back contacts 2151115'` to; IDRS ofthe doyvn call storing relays.

Since similar circuits are enop'l'oyedfortllevariousiioors, a description of the circuits for the second iloor suffices. t l Y v Y By reference to Fig. 6,711; werbe observes that the time delay relay zn'T 'is connected' between y the direct current buses L-'lA-"` andmLBthrogh the back contacts 2DR5 of the doy/n call storing relay 'for thev second floor, Consequently, as lo as no dov'vn call is registered for the second ilo'o'r, the'time delay relay N2DT remains ,energiz'e'dl Whena down door call registeredvfor'tne second floor the'` contacts 2DR'5 open' to deeni' ergiaethe time' delay relay ZDTt However', since the/(relay has' a delayed dropoutv th'erelay ref piokedup vfor a predetermined time' after the@V opening ofthe contacts ZDRSV; Ifthc call is answeredpriorto the expiration of fthe'l time delay, the contacts ZDRS close toreenergize the titre delay relay 2DTV` before the relay Acanv drop ou .f

'The timeV delayof the relay is represented by a resistor ZDTR Whichis connected across the coi of the time delay relay 2DT. This resistor maybe adjustable forth'e purpose of permitting oftherelay. ovvever, 'for present purposes, will be' assumed that the resistor isV selectedftd provide a predeterminedl time delay within whichv the down floor call for the second floor should be answered"l IfV desired, different time' delays V may be employed for various oors. For present purposes, it will be assumed that the same'delay' is employed for each floor. Y

The time delay relays have front contacts' which are connected ina high priority oorcallcircuit'l which is common to all of the lovv zoneA cars.v These contacts are connected to -a row of` contact segments on'selecftorsf for eachof th low Zone cars. of the time delay relays and the number of conf tact segments utilizedy depend on the number of floors in the high zone. Since only three floors are assumed to be in the high zone, only three contact segments are connected for each of they low zone selectors to the circuit Si. Thnsthe' car A has three contact segments i5, :i6 and i1 connected to the circuit 8l for the fifth, sixth' and seventh o'ors,` which comprise the high zone" contacts-'in the circuit 8l also dependso nrthe number of iloors in4 thehigh zone. For a high zone ofv three iioors, two time delay relaysar'eassociated with the circuit; The contacts lDTjf arey connected betweenthe contact segments 51' and it* and between the contact segments By'iV and Bi5 Similarlyihe' contact segments ID'II are` connected between the Contact segments'g and il and between contact'v segments B56 and` Bil; The contact segments a'and- B71 are con-fnected directly to the direct-current conductorr orbnsL-'I-. ,t l The auxiliary high priority floor call relaytKX has one terminalconn'ected through `'the contactsl Wl to thebrush gib.V The remaining terminal' of the rrelay is connected througl'i back contacts TRVIYS of the transfer relay to the bus or con:-Y ductor I -GE Contacts P04 of thel transfer convlv trol relayare connected across-the contacts TRI;

If thev` contacts Will are closedy signifying that the car A is travelling in anrup dire'otion and if the contacts TRIS vor PC4 areV closed, therelay4 KX will be" energized only'when the car rea-ches th highstpljlqity dWIl'Call. Cllsquentlmfif the` ca'r Av is conditic'ine'cl to render special servi' meto-priority calls, iftvvill travel tothe highest' of vthepriorityr calls before energizing its auxiliary high priorityv iioor call relay to closethe` contacts'KXl (Figa, 5)'. Under such conditions; the can A is reversed at the highestof the priority calls.

Duringthediscussionoi Fig. V5, reference was made to aspe'cial service control krelay PF is common to all of the low zone cars. As shown infFig. 6,tth`e relayPFinay be energized throughl back contacts ofl any of the't'irne delay relays for the upper zone floors; Since the upper zone is assumed to contain the three highest floors, 'the energiz'ation ofthe relay PE is effected through anyone of the back contacts 5DT2, 6DT2 and 'IDT-2t Therefore, the relay PF is energized only if a' down floor call in the upper zone has remained unanswered for atirne sufficient to Vbe`` corne-a priority call;

relay PF actuates certain contacts Whichhwe'r'e discussed above with reference to Fig. 5. In ad`l` The number' of front contacts dition, the relay, when energized, closes contacts PFI to prepare the shift relay L for subsequent energization. Consequently, when the transfer control relay PC is energized to close its contacts PCS, the shift relay L is energized. Upon energization, the shift relay L opens its back contacts LI (Fig. 4) to remove the floor call stopping relayS from service. Also the shift relay closes its contacts L2 (Fig. 6) to establish a holding cirk2 to k1 of a selector for the car A. The number of contact segments for which connections are provided depends on the number of floors in the high zone, one being employed for each such iioor. Since three floors are assumed to be in the high zone, the car A has three contact segments h5, k6 and c'i which are provided with connections. These contact segments respectively are connected t the bus L+6 through back contacts DT3 to IDT3 of the time delay relays. Thus each contact segment for Vthe high zone is connected to thevbus through back contacts of the corresponding time delay relay. Consequently, if the auxiliary oor call stopping relay SX is in service, it is responsive only to priority calls. This relay actuates contacts SXI (Fig. 3) to control the stopping of the car. In a similar manner the contacts 5DT3 to 'IDTS are associated with an auxiliary iloor call stopping relay BSX for the car B.

Fig. 6 also discloses circuits for assigning high zone cars to answer priority calls in the low zone. When any one of the time delay relays for the low zone floors drops out, the special service control relay PE is energized. This relay is common to all of the high zone cars. Since the low zone includes the second, third and fourth floors in the specific embodiment herein discussed, the back contacts QDTZ, 3DT2 and DTZ of the low zone time delay relays are connected in parallel for controlling the energization of the relay PE.

The shift relays for the high zone cars have energizing circuits as shown in Fig. 6. The relay CL is energized through front contacts CXI of the down direction preference relay CX, back contacts CPAZ of the by-pass relay, and back contacts DLI of the shift relay for the car D.

The energizing circuit is completed either through the front contacts PEI and CZZ in series, respectively, of the special service control relay andthe limiting relay, or through the front contacts CL2 of the shift relay.

Upon energization, the shift relay CL closes contacts CL! to establish a holding circuit around the contacts PE! and CZZ. Contacts CL3 close to prepare the auxiliary floor call stopping relay CSX for energization. In addition, kthe back contacts CL2 open to prevent energization of the shift relay DL for the car D. The back contacts CL2 and DL! interlock the energizing circuits for theshift relays to permit energization of only one of the shift relays at one time. Consequently, only one of the high zone cars canbe assigned to give special service to low zone priority.

calls at one time. y

The relay has a terminal connected to the brush Dcb through contacts CXS of the down direction preference relayv Vfor the car C. u This brush coacts with the Contact segments C762 td CM which are connected to the bus L-l-G respectively through the back contacts 2DT3 to 4DT3 of the time delay relays. Consequently, if the auxiliary floor call stopping relay CSX is in service, it responds only to priority iioor calls in the low zone.

Fig. 6 also discloses an auxiliary floor call stopping relay DSX which is associated withcontact `rsegments DICE to DM by circuits which will be understood from the discussion of the relay CSX.

It is believed that the invention will be understood more clearly by reviewing briefly typical operations of the elevator cars. These operations will be discussed only for the system as designed to serve traic which is predominantly in adown direction. In other words, the system is connected as shown in the drawings for zone operation. It will be recalled that low zone cars,

such as cars A and give preferential basic service to the low zone iloors I, 2, 3 and 4. High zone cars, such as the cars C and D, give preferential basic service to the high zone floors 5, S and '1.

Basic operation, car C Although the high zone car C may be connected to operate high car reversal, it will be assumed for the purpose of discussion that it operates on a through trip basis. It will be recalled that the high zone cars take all up passengers from the ground or reference floor. Moreover, they answer all up calls at all iioors. They are dispatched at intervals on arrival at the ground or reference floor and are dispatched instantly on arrival at the upper terminal floor.

Assuming that the car C is at the ground floor with its doors open to receive passengers, the up direction preference relay CW (Fig. 3) will be energized. This is true for the reason that arrival of the car at the ground or reference floor actuates the limit switch 036B which is opened to deenergize the down direction preference relay CX. Closure of the back contacts CX2 of the relay CX establishes an energizing lcircuit for the up' direction preference relay CW across the supply conductors CL4-3, CL-S through the back contacts CD6 of the down switch and the closed contacts of the upper limit switch CSST.

Closure of the doors of the car C results in energization of the door relay CDR, and closure of the car switch CSW completes an energizing circuit for the up direction switch CU and the car running relay CM. This circuit may be traced from the supply conductor CL4-3 through the switch CSW, front contacts CWI of the up direction preference relay, back contact CFI of the stopping inductor relay, closed contacts of the limit switch CSTU, the winding of the up switch CU, the winding of the car running relay CM and the safety devices C23- to the supply conductor Cla-3. Energization of the up switch CU results in establishment cf a holding circuit therefor through the front contacts CUS of the` 

